Railway-traffic-controlling apparatus



May a, 1 27. 1,626,895

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS A Filed Aug. 21, 1923 NVENTOR:

Patented May 3, 1927.

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nnnnnnr A. WALLAGE, or nnenvroon generic-rt, rnunsrnvanrr., TO "un on swrrorr & srenAL COMPANY, or swrssvnrn, rnnnsynvnnra, a. conronn- TION OF PENNSYLVANIA.

Application filed August 21,1923; Serial Ne. 658,553.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type con'iprising train carried governing means controlled by energy received from the trackway. More particularly my invention relates to the traclrway portion of such apparatus. I I will describe one form and arrangement of apparatus embodying my invention. and will then point out the novel features there- .of in claims.

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing. the reference characters U and V designate two railway tracks which merge at a switch N into a stretch of track Q Traflic normally moves in the direction indicated by the arrow. The track Q to the right of switch N is adapted to be used by trafiic whose speed and tonnage divides it into two separate classes. For example, these two classes may be light multiple-unit electric trains having relatively short maximum braking distances, and heavy high speed steam trains having relatively long .n'iagrimum braking distances.

In the following description I will assume that all the lighter traffic approaches the track Q, over the track U, and that all the heavy traffic approaches the track Q over track V.

lhe track Q and the approach track U are divided by insulated joints 2 into a plurality of success-ave track sections AB, B-C, etc.

A signal S located adjacent track V governs trai'lic of the heavy classinto the stretch of track Q, a similar signal S" located adjacent point A on track U governs traffic of the lighter class into the stretch of track Q, signals S S and S govern movements of trafiic of both classes through the stretch of track C}. I

As here shown, each of the signals S comprises a semaphore arm capable of assun'iing three distinctive positions at and 90 with respect to its mastwhereby the signal displays a proceed, cautionv or stop indication respectively.

Each track section is provided with a source of track circuit current which com- .prit-tes as here shown, the secondary 8 of a track transformer designated by the refertrain.

back to the transformer H pence character T with an exponent corresponding to the location and connected across the track rails adjacent theexit end of the section. The primary .9 of each track transformer is constantly supplied with alternating current from the secondary of a line transformer designated by the refen ence character H with an exponent corresponding to the location. The primary of each such line transformerH is constantly supplied with alternating current from a generatorlVLover line w res 4 and 4 Inter-- posed between the secondary,8.of each track transformerT and one rail, 1, of :the associated section is an impedance 7 one function of which is to limit the output of the transformer when its terminals are short-circuited by the wheels and axles of a passing a track relay designatedby a reference character R with an exponent corresponding to the location and comprising two windings and 6. The winding 6 of each track relay is constantly supplied w1th alternating cur- .rent from the associated line transformer provided with an auxiliary relay located ad-- jacent the exit end thereof and designated by the reference character K with an expo nent corresponding to the location.

Referring particularly to stick relay G s'i'lliS relay is provided with a pick-up circuit which passes from the secondary of line transformer H through wires 12 and 27, contact 1920 operated by signal S wire 21. winding of relay G and wires 22 and 3 This circuit is closed only when signal S is at caution or proceed under which circumstances relay G is energized. Relay G having been picked up, if relay R is de-energized, ajsby a train entering section A-B from the sec- Each section is also provided with tion to the left of A, a retaining or stick circuit is closed which passes from the secondary of transformer H through wires 12, 2'7 and 23, back contact 24 of relay R wire 25, front contact 26 of relay G wire 21, winding of relay G and wires 22 and 3 back to transformer H This circuit is closed only when relay G is energized and. relay R is deenergized, and relay G therefore remains energized as long as any train entering track Q from point A. occupies this section. The closing of front contact 28 of stick relay G closes a pick-up circuit for the stick relay G for the section next in advance, which pickup circuit is from secondary of transformer H through wire 12, front contact 28 of relay G wire 29, winding of relay G and wires 30 and 3 back to transformer H Relay G is provided with a retaining or stick circuit which passes from the secondary of line transformer H through wires and 80, back contact 81 of track relay R wire 82, front contact 83 of stick relay G wires 84 and 29, Winding of relay G and wires 30 and 3 back to transformer H A second stick circuit for relay G passes froin the secondary of transformer H through Wires 12 and 23. back contact 91 of track relay R wires 82 and 82, front contact 83 of relay G wires 84 and 29, winding of relay G and wires 30 and 3 back to transformer G It will thus be clear that having once been energized, relay G is maintained in its energized condition by the de-energization of the associated track relay or of the track relay next in the rear. The stick circuit for relay G is similiar to the stick circuit for relay G but the pick-up circuit for this re lay passes from the secondary of transformer H, through wire 40 and 80, front contact 81 of track relay R wire 87, front contact 86 of relay G, wire 89, winding of stick relay G and wires 90 and 3 back to transformer H. Relay G is controlled over circuits similar to those provided for relay G It will be plain from the foregoing that the clearing of signal S to permit a train to enter track Q from track U causes the energization of all the stick relays G in succession, provided none of the track sections in advance is occupied. If one of the track sections in advance is occupied, the corresponding track relay will be de-energized and none of the stick relays G to the right of the relay G associated with such tie-energized track relay will become energized. The purpose of the feature is to make it impossible for the moving of signal S to proceed or caution to permit the entrace into stretch Q. of a train from track U to affect the control limits of a train already occupying the stretch if this train has entered from track V. The clearing of signal S to permit a train to enter track Q will not energize relays G.

Each of the signals S provided with a caution circuit and a proceed circuit adapted when closed to cause the signal to display, respectively, a caution, or a proceed indication, and when neither such circuit is closed the signal displays a stop indication. The operating mechanism is further arranged so that the proceed circuit is effective to cause the signal to display a proceed. iiulicatiou only when the caution circuit is already closed.

Referring particularly to signal S. this signal is provided with a caution circuit which passes from the secondary of trans former H through wires 40 and 47, front contact 48 of track relay R wire 49, operating mechanism of signal S, and wire back to transformer H The closing of the circuit just traced causes the signal S to display a caution indication thus closing contact -51. nal is then closed (assuming signals S and S to he at caution or proceed). which ,-ir cuit is from the secondary of transformer H through wire 52, contact 5354l operated by signal S wire 55, contact 5(i-5T operated by signal S wire 58, contact 50--51 operated by signal S, operating mechanism of signal S, and wire 3 back to transformer H Another proceed circuit for signal fl passes from the secondary of transfornicr H tln'ough wires 31 and 59, front contact of relay G wires (31 and 55 and thence as before through the operating mechanism of signal S and by wire 3 hack to trans former H It is therefore evident that when relay G is energized it removes signal S from the control of signal S Signals S and S are provided With circuits similar in all respects to those just described for signal S As here shown signals S and S are con trolled in part by manually operable switch levers P and P, respectively, although these sigi'ials may be controlled by any suitable mcans automatic or otherwise. The two levers P and it are interlocked by means of any suitable kind so that only one of these levers may be moved into its operative or circuit closing position at a time thereby insuring that only one of the signals controlled thereby may be cleared at one time. If the operator wishes to clear signal S he moves lever P into its circuit closing position thus closing the caution circuit for signal S" (assuming section A,B to be unoccupied) and allowing current to flow from secondary of transforn'icr H through wires 12, 27, 13 and 14:, front contact 15 of track relay R wire 16. switch lever P wire 17. operatiiug mechanism of signal S, and wires 18 and 3 back to transformer H The movement of signal S to the caution indication energizes stick relays G and closes a proceed circuit for signal S which circuit passes from secondary of A proceed circuit for this sigill) 1 ceases transformer H tln'oughwires and ll, contact 42 of relay G wiresdi, 72 :and 3t, contact 3536 operated by-signal; S wire 37, contact 38*89 operated by signal S operating mcchanisnrof signal S", and wires 18 and 3 backto transformer H Thecaution circuit for signal S is controlled by switch lever P in a manner analogous to that described for the control of signal S by switch lever P, but since the stick relays G are -tie-energized when this signal is at caution, the proceed circuit for signal S passes from the secondary of transformer H through wire 31, contact 32-33 operated 'by'signal S wire 34, contact 35--36 operated by signal S wires 87 and i l, contact -l6 operated by signal S, operating mechanism of signal S, and wire 3 back to transformer H Since the-energization of relays G is dependent upon the indication displayed by signal S and sinceonlytrafiic of the lighter class-is governed by this signal whereas all heavier traffic enters the single track stretch from track V and is governed by signal S it *follows that the limits-of the control of the signals S ,6 etc. areautomatically regulated in accordance with the class of tratlic moving over the road.

In explaining the operation of the apparatus thus far described Iwillassume that a train occupies the section to the right of point D, thus (lo-energizing track relay: and opening at its front contact, the caution circuit for signal S As .hereinbefore stated, this causes the proceed circuits for thissignal' to become ineffective and the sig naltherefore displays a stop indication. As a result the proceed circuit forsignal S is-brokenby contact 6263 operated by signal S but the-caution circuit ;for signals is complete and the-signal thereforedisplays a caution signal. Signal S displays only a caution indication because its main proceed circuitis open at'contact 53-5 i onsignal S and its auxiliary proceed" circuit is open at relay G If switch P is now closed'tocause signal S -to display aiproceed indication, the consequent energization of the stick =relay- G allows signalS to move to the proceed positionitoipermit light traffic moving into: sectionA-B' at point A to travel at authorized speed as -far as point C. If,--hoWever, switch P. isnow operated to clear signal S, relays Gr williremain open, so thatsignalS 'will'remain'at caution, and

a train accepting signal S andwentering the stretchof'single track from track V-will receive a caution'indication'at point B =thus insiu'ing 'su'tlicient distance-inwhich to stop the train before arriving at point D.

Means are also provided for supplyingto the rails of each sectionra current which I shall -l1ereinafter term a local current. The immediate source of this a local current as here shown is a local trz'uisiformer located adjacent the exit end of each section and designated by the reference character L with an exponent corresponding to the loca tion. The primary 11 of each such transformer is constantly supplied with alternating current from the associated line transformer H. Each section is further provided with an impedance X connected across the rails adjacent'the entrance end of the section, a similar impedance Z connected across the rails adjacent the exit end of the section, and a third similar impedance Y connected across the rails at an intermediate point in the section. Local current is supplied to the rails of the section from the mid points of these impedances.

Before proceeding further it should be pointed out'that the trackway apparatus herein shown and described is intended for co-operation with train carried governing means in the following manner: 'When the train occupies a portion of tracksupplied with track circuitucurrent and also with local. current of norn'ial relative polarity proceed indication. is received aboard thc train; when the train is on a portion of track supplied with track circuit current and with local current-of'reverse relative polarity a caution indication isreceived aboarsil the train; and when the train occupies a stretch of track to which the supply of either track circuit current or local current is interrupted, a stop indication is received aboard the train. These proceed, cautionand stop indications referred to above may be in the form ofvisual or audible signals, or may be eiiective to apply the brakes and automatically reduce the train to predetermined safe speeds. In the following discussion 'Iwill assume that the governing mechanism is of the latter type and allows the train to proceed at a high speed as miles per hour when receiving a proceed indication, at an intermediate speed such as miles per hour when the train is receiving a caution indication, but prevents the train from proceeding at more lthan a low speed as 15 miles per hour when the trai11.is:receiving a stop indication. i

Each section is supplied with local current of one polarity or the other between its en trance-end and its exit end-or between its K" is provided with a circuit which passes from the secondary oi transformer ll" through wire 81, contact 32 33 operated by signal S wires M, 72 and 73, winding of relay K and wires 74, and 3 back to transtoriner H This circuit is closed when signal S indicates proceed or caution, but not when it indicates stop. lit, however, relay is energized the closing of its front contact completes a second circuit for relay K which circuit is from the secondary ot transformer H through wires 40 and all, front contact 42 oi? relay *3, wires 43 and 73, winding of relay i and wires T l; and 3 lOEiClT to transformer L. It is th'eii'etore clear when relay is closed, relay K is closed regardless oi. the position of signal S. The CLltlOl of the remaining auxiliary relays K is accomplished by cir cuits similar to those associated with relay K Referring now particularly to v section CD this section is provided with one local circuit which passes from secondary of local transformer If through wire 64-, pole changer J wire (35, trout contact 66 oi relay K wires (37 and '67, impedance X in section (l-D, thence through the rails of the section in parallel to impedance Z, wire 68, trout contact 69 of re. ay K wires 70, pole changer J and wire 71. back to transformer L". This circuit is closed only when relay K" is energized and signal S indicates caution or proceed, under which conditions the rails of section CD are supplied with local current of normal relative polarity throughout their length. If however, relay G is tie-energized and the next signal in ad. ance of S is at stop, relay K will be de energized and its two armatures 66 and 69 will operate as a pole changer to reverse the relative polarity of the local current supplied to the rails of section C D. Another local circuit is provided tor section CD when signal S indicating stop, reverses the pole changer J under which conditions current flows from secondary 10 of transformer L through wire 64-, pole changer J wire 75, impedance Y in section C-D, through the rails 01 the section in parallel to impedance X, wire 67", pole changer J and wire 71 back to transformer L thus supplying local current of reverse relative polarity to the rails of section C-D between impedanccs X. and Y, but no local current between impedances Y and Z.

I will now assume that a train occupies the section to the right oi D and that signal S is at proceed. Signal S will then be at caution and signal S will indicate proceed, the route being set up for traific ot the lighter class. Pole changers J and J will each be in the normal position, pole changer J will be reversed, and all the stick relays G will be energized. It now a train enters the stretch of track shown in the drawing at point A, the governing mechanism will allow it to proceed at high speed as far as point C at which point the reversal of local current will cause the train to receive a caution indication in accordance with the position of signal S and the train speed will be reduced to 85 miles per hour. [is the train passes impedance Y, the interruption of local current will cause a stop indication to be transmitted to the train which will taen be allowed to proceed only at speeds not in excess of miles per hour.

I will now assume that a train occupies the section to the right of D, as before, but that signal S indicates stop and signal S indicates proceed. Stick relays G are therefore tie-energized with the result that signals S and S both indicate caution and relay K will be die-energized. It, now, a train of the heavier class enters the stretch of track shown in the drawing from track V, it will be permitted to travel at high speed through section Al%. At point B, however, the reversal of local current due to the 'de-euergizatiou oi relay K will cause the governing apparatus aboard the train to receive a caution indication and the speed of the train will then be reduced to miles per hour. This intermediate speed limitation continues in section C-D due to the re versal of polcchanger J as far as impedance Y in section C-D, where the interruption of the local current transmits a stop indication to the train and the speed of the train is reduced to 15 miles per hour.

It will thus be seen that in my invention the signal control limits are automatically selected for trailic of different classes having different maximum braking distances and though I accomplish the selection in the present case by admitting the traffic of the two classes to the track stretch from different roads, I do not wish to limit myself to this particular means of selection.

Although I have herein shown and described only one form and arrangement of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track to which traihc is admitted at the same point from separate routes. railway traffic controlling apparatus associated with said stretch, and means responsive to tratlic conditions in said routes for controlling said apparatus.

2. In combination, a stretch of railway track to which trafiic is admitted at the same point from separate routes, railway traffic Ill) stretch, means operative when a vehicle enters said stretch from one said route for controlling such apparatus, and means operative when a vehicle enters said stretch from another said route tor modifying such control.

3. In combination, a stretch of railway track to which traflic is admitted at the same point from separate routes, means for imposing certain restrictions on trafiic entering said stretch from one route, and means for imposing other restrictions upon tralllc entering said stretch'troni a dilierent route.

l. in combination, a stretch o'li railway track to which trailic is admitted over separate routes, a signal for governing trai'iic entering said stretch from one route, a second signal for governing tratlic entering said stretch from a dill'erent route, traliic controlling apparatus associated with said stretch, and. in runs controlled by one of said signals but not by the other for varying the operation 01 said apparatus.

5. In combination, a stretch ol railway track, a source of local current, means operati ve whensuchstretch is occupied by traflic otone class for connecting said source with the rails of said stretch, and means operative when such stretch is occupied by tra'llic of another class for modifying said lirst means.

(5. In combination, a stretch of railway track comprising three consecutive track sections each provided With a signal capable of displaying a stop, a caution, or a proceed indication, means operative when said stretch is occupied by a train of one class and the forward signal is at stop for causing the next signal in the rear to display a cantion indication and the second signal in the rear to display a proceed indication, and means operative when said stretch is occupied by a train of another class and the torward signal is at stop for causing both of the remaining signals to indicate caution.

7. In combination, a stretch oi railway track comprising an insulated track section, a relay controlled in accordance with the operating characteristics of trailic occupying such stretch, a signal for said section, and means cont-rolled by said relay for operating said signal.

8. In combination, a stretch of railway track comprising an insulated track section, a relay controlled in accordance with the operating characteristics of tral'lic occupying such stretch, and means controlled by said relay for supplying local current to said section.

9. In combination, a stretch of railway track comprising an insulated track section, a relay controlled in accordance with the operating characteristics oi tratlic occupying such stretch, and means controlled at all times by said relay for supplying local current to said section.

10. In combination, a stretch oi" railway track comprising an insulated track and tion, a relay controlled in accordance with the operating characteristics of trailic occupying such stretch, an auxiliary relay controlled by said lirst relay, and nu-ans con trolled by said auxiliary relay for supplying local current to the said section.

11. In combination, a stretch oi railway track comprising an insulated truck sec tion, a relay controlled in zurcordance with the operating characteristics of l'l'a'llic occupying such stretch, an auxiliary relay controlled by said first relay, and means controlled by said auxiliary relay and said lirst relay for supplying local current to the rails of said section.

12. In combination, a stretch cl? railway track, comprising an insulated track section, a relay controlled in accordance with the operating characteristics ol tral'lic occu-- pying such stretch, a signal 'l'or said f; tion, a pole changer operated by said si i, an auxiliary relay controlled by the list said relay, a source of local current, and means controlled by said pole changer and said auxiliary relay for connecting said source with the rails 01'? said section.

13. In combination, a stretch of railway track provided with signals, contact mechanism operated by each such signal, a stick relay for each signal, means for controlling said stick relays in accordance with the operating characteristics of the traliic occupying said stretch, and means including the stick relay associated with the signal next in advance and the contact mechanisms operated by the two signals next in advance for controlling each said signal.

l l. In combination, a stretch of railway track, means for permitting trailic to enter said stretch from different routes, and means responsive to trafiic conditions in said stretch for supplying the stretch with local current in accordance with the route from which a train occupying the stretch has entered it.

15. In combination, a stretch of railway track, means for permitting trailic to enter said stretch from different routes, and-means for supplying the stretch with local current in accordance with the route from which a train occupying the stretch has entered it.

16. In combination, a stretch of railway track to which traflic is admitted at the same point from diii'erent routes, a stick relay, means for energizing said relay when said stretch is prepared to receive traltic from one of said routes but not from the other, means for subsequently keeping said relay energized while a train is approaching and entering said stretch over the said one route, trathc governing apparatus associated with said Ill) stretch, and means responding to energization of said stick relay for modifying the normal operation of said apparatus.

1?. in combination, a stretch of railway track comprising an insulated track section, a signal located at the forward end of said section and controlled by traffic conditions in advance, a pole changer operated by said signal, a relay whose ei'iergization depends upon the opera ing characteristics of trafiic for which the stretch is prepared, means controlled by said pole changer for supplying local current of one relative polarity to a portion of said section, and means controlled by said pole changer and said stick relay for supplying current of one relative polarity or the other to the rails of the entire section.

l8. in combination, a stretch of track divised into a plurality of successive sect-ions, a signal for each section, a pole-changer operated by each signal, a sticl; relay and an auxiliary relay associated with each signal, means for energizing said sticlr relays when a train having relatively short manin'nnn braking distance enters said stretch but not when a train having relatively long maximum brakii'ig distance enters the stretch, means for energizing each auxiliary relay when the associated stick relay is closed or when the next signal in advance indicates caution or proceed, and means for each sec tion for supplying local current to the rails ol the section from the entrance end to the exit end when the signal for the next section is at clear or caution, said current being of normal or reverse relative polarity according as the auxiliary relay for such signal is closed or open, and said local current supplying means operating to supply current of reverse relative polarity from the entrance end to an intermediate point in the section when the signal next in advance indicates stop.

15). In combination, a stretch of railway tract: divided inton plurality of successive sections and to which ingress is all'orded over diilerent routes, a railway trai'iic controlling device for each said section, a stick relay for each section for controlling the associated traffic controlling device, and means ellective when said stretch is occupied by a train which has entered the stretch over one route and a second train enters the stretch over a different route, to energize the stick relays in rear of said first train but not in front thereof.

20. in con'ibination, a stretch of railway track, means for admitting to said stretch traliic having different braking characteristics, trallic controlling apparatus for said stretch, and mechanism controlled by said admitting means for modifying the control limits of aid apparatus.

In testimony whereof I afiix my signature.

HERBERT A. W ALLAGE. 

